Locomotive-engine.



LOGOMGTIVB ENGQNE PLIGATION FILED MAY 12. 1914x atented :Sep

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UNITED STATES PATENT oEEroE.

CHARI'JTIES L. HEISLER, 0F SCHENECTADY, NEW vYQBIK. y

' LOCOMOTIVE-ENGINE.

Specification of Letters Patent.

Application led May 12, 1914. Serial No. 837,987.

To Mw/10m t may concern Be it known that I, CHARLES L. HEISLER, ofSchenectady, in the county of Schenectady and State of New York, haveinvented a certain new anduseful Improvement in Locomotive-Engines, ofwhich improvement the-following is a specification.

My inventlon relates to automatically operative means for converting theguiding action of the leading truck of a locomotive engine into that ofa trailing truck, and vice versa, when the locomotive changes itsdirection of motion, by changing the character or nature oftheresistance of the truck to lateral movement or swing, more particularlywhen passingr around a curve.

, The objects of my invention are to insure greater safety fromderailment when the locomotive changes its direction of movement; tomaterially increase the effective action of a truck in guidin alocomotive around a curve; `and to ren er its action equally effectivein. rearward and in forward movement.

A further object of the inventionis to simplify and economize themanufacture and maintenance of the truck, and to render it readilyadaptable to different conditions of road service, b changes ofremovable minor parts -whic 1 can be economically manufactured in -largenumbers by tem lets andfapplied after the trucks are assem led, orreadlly changed after the locomotive has been put in service.

lhe yimprovement claimed is hereinafter fully'set forth.

In the accompanying drawing: Figure 1- is a vertical transverse sectionthrough a two whccl locomotive, truck, on the lin'e a a. of Fig. 2,illustrating an ap lication of my invention; Fig. 2, a verticalongitudinal central section; Fig. 3, a plan or top view; Fig. J., adiagrammatic plan view of a locomotive frame and part of a connectedtender, indicating the relative resistances to lateral movcmentofa truckwhen used as a leading or a trailing truck, respectively; Fig. 5, adiagram illustrating the nature of the guiding eiiect of a truckv andits resistance to lateral movements relatively.to the locomotive frame,when acting as 'a leading or as a trailing truck; and, Fig. 6, a'view,1n perspective, of a filler member.

M V' ivention is hereinexemplified as applie in connection with alocomotive en ine track of the two wheel radial type,.w ichis one of theapproved constructions of present standard practice, and which does not,in and ofitself, and apart from the accessories hereinafter described,form part of my present invention.

The truck frameproper is substantially rectangular in plan, andcomprises two parallel transoms, 1, l; two integral side members, l,connecting the ends of the transoms; and a pair of Vertical pedestalbrackets, l", formed on each of the transoms. A rectangular pedestalbar, 2, is secured to the inner side of each of the pedestal brackets,by bolts, 2, the pedestal bars on each side of the frame constituting apair of jaws, the lower ends of which project below the pedestalbrackets and are connected by interposed horizontal tie bars, 2b, andtie bolts, 2. Longitudinally and inwardly extending upper radius bars,3, are connected to lugs, 1, formed on the ends of one of the transoms,l", by bolts, 3, and similarly extending lower radius bars, 3b, are eachconnected to one of the pedestal bars on each side of the frame, by thetie bolt, 2, of said pedestal bar. T he outer ends of the up er andlower radius bars are riveted or bo ted together, and the truck frame iscoupled, through said radius bars, to a cross tie, 4*, secured at itsends to the side members, 4, of the locomotive frame, by a pivot, 3",passing through longitudinal slots, 3d, in the radius bars.

'lhe truck frame is supported upon a pair of wheels, 5, secured upon anaxle, 6, the journals, 6", of which rotate in bearin s, 7, txed injournal-boxes, 7, which are tted, with the capacity of relative verticalmovement, in the Ipairs of pedestal bars, 2, above described. elicalsprings, 8, are inter posed between the tops of the journal boxes andspring seats, l, formed on the side members, l, o the truck frame.

The to s of the transoms, 1, are machined to truly iorizontal surfaces,to form seats for bolster roller tracks or guide bars, 8 and 9, whicharedisposed transversely on the truck frame, adjacent to each other oneach transom, and provide guiding and resisting surfaces, and uide ways,for bolstel` suporting leading rollers, 10, and trailm rollers, 11. j

he guides, 9, of the trailing rollers, 11,

' are formed with upwardly curved, portions,

9, in which the rollers normally rest, and are thence upwardly lIinclined, and the guides, 8, of the leading rollers, Aare' formedPatented Sept. 22, 19a-4r.-`

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with concave surfaces, the upward curvature of which increases much morera idly than the inclination of the guides', v9. 'lhe rollers, 10 and11, are fixed on axles, 10, and 11, respectively, which rotate in bearins formed on, all transversely extending bo ster, 1&2, whichissnpp'oi'ted on'y said rollers, between the transoms, 1, 1, withthe'capacityof lateral movement relatively to the longitudinal central.plane of thelocomotive. While the circular contour of fthe rollersherein shown is preferable, it is not essential, inasmuch as the rollersare not required to make a complete revolution, and rocking members ofother than cylindrical form may be substituted without departure fromthe spirit and operative -principle oi' my invention. The rollers andtheir axles are housed and prevented from movement lon itudiually on thetruck frame b v vertical ri s, l", formed integral with the transoms, l,said ribs performing the additional function of strengthening members ofthe truck frame. Lugs, 1', formed on the tops-of the ribs, 1, proisctover the -rollers,.11, and serve to prevent undue or excessive verticalmovement of the bolster, relativel to the truck frame.

To insure er ect lubrication, pockets, 12, are formed -1n the bolster,said pockets inclosing the middle portion of the two outer roller axles,11","on which the bolster is allowed a predetermined degree of freelongitudinal movement, this bein for a distance equal to the width ofone of t e roller tracks, 9,-as.indicated in Fig. 3. The lfreedom ofsuch movement, by reason ofv well known laws governingiimpending andsliding friction, 1s enhanced by any longitudinal movement of th'ebolster, however small, which may cause-complete or partial rotation ofthe a'xles. A- vertical center castin 13, is fitted in the top ofthe-bolster,l an is coupled thereto byl a center pin, 13% The centercasting, 13, is fitted in a cross tie, 4b, se-` cured, at its ends, tothe locomotive yframe side members, 4.- i

'.As shown in Fig. 2, the central planes ofl the-bolster, 12,centercasting, 13, and lcenter pin, .13, stand in the axial plane' ofthe truck axle, 6, these positionsbeing those occupied during theforward movement of the locomotive, when oing toward the right of theligure, and wit the truck operating as a leading truckyand the pivot, 3,stands at the rightfhand end -of Ithe slots, 3d, of the radins'bars. Inthe application of the improv'ement in'connection with a` four wheeltruck, ,the radius bars and their pivot are obviously not Irequired, asa truck of suchf type is self-guiding.

.-'Whenioperating as a leadin truck as above s "'iled; the, two leadingV'ro lers, 10, stand irectlyoverand-on theguides, 8, the more rapidupward'curvature of which imparts a greater increase-in .ratel ofretardation to thcmovement of the rollers transverselv to the truck than1s imparted to the trailing '1'oll`ers, 11', by the less steeplyinclined guides,

9. The guides, 8, may cause either oi' the pairs of trailing rollers,11, to be slightly raised from their guides, 9, without objectionableresult, when the bolster moves a considerable-distance laterally fromits normal middle position. lVhile the locomotive is goinfr in a forwarddirection, the resistance ofc the track rails, A, A, to the movement ofthe wheels, will hold the truck and bolster in the leading positionshown in Figs. 2 and 3, and such resistance being greatest on thesharpest curves, the truck will be held more firmly to its properposition when most needed. Upon the reversal of the direction of motionof the locomotive, the resistance of the-track rails. will cause thetruck to move autoniaticallv in the opposite direction, relatively tothe frame, Ll. of the locomotive: the pivot, 3, will cnfage the oppositeend of the slots, 3d; and the bolster will slide on the two axles, 11,through a distance equal to the width of one of the guides, i). Theleading rollers, 10, will be automatically moved from their guides 8,i), and the lateral movements of the bolster, 12, will be retarded onlyby the lesser resistances of the guides, l). No injury willresult if theleadingrollers, 10, should chance-to slide from'their guides when thetruck is not in neutral position with respect to the frame of thelocomotive, as the drop of the rollers from' one )air of bars to theother is very slight, an is instantly compensated for by the cushioningeffect of the springs, 8.

Should it, for any reason, be desired to prevent the automatic chan e,above described, of the operation of tie truck, it is merely necessaryto place a filler, 14, of the form shown in Fif. having a width equal tothe degree of ongitudinal movement ot the bolster, on the axles, l1, ofthe trailing rollers, upon which the truck may be operated continuously,either as a leading or as altrailing truck, depending upon the positionin which the bolster is blocked by the filler. Further, if desired, therollers, l0, and their guides. 8, may be omitted, to cilect .the samepurpose, without otherwise changing the construction of the truck.

The diagrammatic plan view, Fig. 4, illustrates the application of twoautomatically ligure, at considerable speed, in which case the leadingtruck will manifestly exert a material amount of lateral thrust at thefrontend of. the locomotive, as indicated by the'dart, F, for thepurpose of guiding the locomotive toward its right side and towardthefinnerside of the curve. The train resistance, acting throuo'h thetender 15, and the connectedtrain, induces a lateral resistingforce,'indicated by the dart, F, which, by fulcruming on the drivingwheels, resists the. lateral thrust effort, Fl, of the leading truck, inits guidin action on the locomotive toward the rig t around the curve.The assumed value of F is plotted in Fig. 5. for different curvaturesand lateral positions, or swin of the truck from its inid or normalposition in the central plane of the locomotive frame. The two uppercurves, ai, ar, of Fig. 5, showing the value of lf`s for an increasinglateral thrust, begin in the intersection, m', in the middle ordinatemarked o on the base line z, for the correspending middle position ofthe truck.

The distance of the intersection from the base line is a measure of theinitial resistance to lateral movement on a trailing truck, or theinitial lateral guiding thrust that is exerted on the front end of alocomotive frame by a leading truck, at the instant it leaves the middleposition, as when entering a curve from a straight track. This initialresistance and thrust is, for simplicity, preferably made the sameamount when the truck operates either as a leading or as a trailingtruck, but can, if desired, be made different by forming the rollerguide bars to suit the desired resistance or thrust. The

values and curves corresponding to F'. may also be changed, as well asthose for R', the lateral resistance when operating as a trailing truck,which is preferably made to de crease as the truck swings laterally away1 from the locomotive frame. as shown by the curve, y. The numerals,'1",2", 8". 4 and 5, below the base line z, indicate the number of inchesthe center of the truck swings laterally to the right or left of thelongitudinal central plane of the locomotive. The initial resistancemeasured vertically from' o, on the base line to the intersection m. ispreferably a minimum amount consistent with steady riding and absence ofnosins, when running at full normal speed on comparatively straighttrack. This resistance is provided by the upward curves` 9, of thetrailing roller guides, which engage the trailing rollers and resisttheir movement from Anormal middle position, and the inclined portionsof the guides are predetermined to give `a decreasing retardationcorresponding to the curves, y, or a constant retardation. i'desired.

When the direction of movement of 'the y locomotive' is reversed, thethrust effort,l F',

'must exchange places with the lateral resistance, Rf, to counteract thechanged direction of. the resistance, Fd, at' the draw bar, andtoproperly guide the locomotive around ,a curve, the changes beingautomatically accomplished by the movement of the bolster, 12, and itslrelated parts, longitudinally on the truck frame, as hereinbeforedescribed. The same applies when the lecornotive is backing, and iscoupled to a train at its normally front or pilot end.

The feature of automatic adjustability of a` truck to the conditions oftrailing or of leading service as the case may be, which ischaracteristic of my invention, adapt it to a'wide eld of applicationand range of utility. and the simple form of the truck and itsaccessories enable it to be inexpensively manufactured in quantity andreadily repaired when required.

l claim as my invention. and desire to secure by Letters Patent:

1. In a locomotive engine, the combination of a main frame, drivingwheels: carrying a portion of the weight thereon, a lateral motion trucksu porting one end thereof, and automatica ly operable means interposedbetween the main frame and truck frame, for changing the resistance tolateral motion of said truck in forward and in backward motion,respectively, and thereby enabling it to effectively operate as aleading truck in one direction of movement of the locomotive and as a.trailing truck in the opposite direct-ion of movement.

2. In a locomotive engine, the combination of a main frame, drivingWheels carrying aportion of the weight. thereon, a lateral motion trucksiipportin one end thereof, and automatically operale means interposedbetween the main frame and truck frame for imparting a determinedresistance to lateral motion of the truck when acting as a leadin truckin the forward movement of the ocomotive and a ylesser resistance whenacting as a trailing truck inthe rearward movement of the locomotive.

3.' In a? locomotive engine, the combination of a'fmain frame, drivingwheelsv carrying ai portion of the weight thereon, two lateral motiontrucks, each supporting one end thereof, and automatically operablemeans-interposed between the' main frame and each of the truck frames,for changing the resistance to lateral motion of said .r

atruckfguidin [member-''xed to. the main frame-'anda apted to-enga ethetruckwith a .pre etermineddegree of .ongitudinalshp or movement: ofthe-truck, relatively to the `minuit-frame, and automatically operablexneaiis,interposed vbetween thetrucl: guiding menl'beraandthe'truck'frame, for chang-l ing theresistanceto lateral motion of therespettively,-and thereby enabling itto effectively operate as a leadingtruckinyone direction'of movement' of the locomotive anda-as a trailingtruck in the 'opposite direction of movement.

6. In a locomotive engine, the combination of a main frame,driv-ingwheels carry-l ing a portion of the weight thereon, alateral-motion truck supporting one end thereof, transversely.extendingr roller guide bars supported on-the. truck frame and havingbearing surfaces which are upwardly curved to exert a Ipredetermir'iedinitial resistance to movement oa bolster laterally on the framel andupwardly and outwardly inclined to` exertl a different resistance tofurther bolster movement, a lateral motion bolster disposed abovetheuide barsand;rollers .journaled in the bo sterand traversing on the.

guide bars. i i., 4

7. In a locomotive. engine, the `combination of a-mam frame, drivingkwheels carrying a portion of. ,the weightthereon. a lat-.

eral motion truck. supportingone'end l thereof, aplurality of,l pairs,o-.transversely extending roller guide bars supported onthe' truckframe. ,and4 having. beari1ig;;surfaceswhich are upwardly and outwardlyinclined on ,different degrees of-.inclmationtin the pairs,respectively, ,afA lateral motion lbolster disposed abovethe' guide barswith the capacitywf longitudinal, l movement on the truck framerelatively-thereto, and rollers Journaledj, in; Lthe, bolster andadapted to travegsefon ,-'one o rgvimother. pair. of' guide bars-un;accordance with longitudinal movements of ,ther-bolster, relatively tothe truck frame. ...im

8..;En., a,1deomotive gengine,.the combina.

tior'illofm'niain frame,idr1ving wheels carryw insslaertwabf the reichtthereon, a 1st- 5.: In a locomotive engine, the combina-A of, aplurality of pairs of transversely extending roller guide bars supportedonthe truck frame and havingr bearinfr surfaces which are upwardly andoutwardlyoinclined on different degreesof: inclination -in the airs,respectivelyia lateral motion bolster isposed abovethe id'ebarszwitlithe capacity: of longitudlnalz'movementy on the truckframe relativelythereto, a roller axle journaled in the bolster, rollers fixed on saidaxle, and adapted to traverse on leither ot the pairs of guidebars, inaccordance with longitudinal movements of thebolster relatively to thetruck frame, roller 'axlesof 'greater length jourualed in the bolsterwith freedom of movement of the bolster longitudinally on the framerelatively thereto, and rollers fixed on said axles and adapted totraverse on one pair only of the guide bars.

9. In a locomotive engine, the combination of a main frame, drivingwheels carrying' a portion of the weight thereon, two lateral rmotiontrucks, each supporting one end thereof, guidin members fixed tothe'main frame, each adiipted to enga e one of the trucks with thecapacity of re ative longitudinal movement, a plurality of-pa-irs oftransversely extending roller guides-.supported-.on the frame of each ofthe trucks, and having bearing surfaces which are upwardly and'outwardlyinclined on different degrees of inclination in the pairs,respectively,-lateral motion bolsters, each disposed in one lofithe'trucks above the guide bars with thecapacit of longitudinal movementontathe 4truck rame relatively-thereto, a roller axle journaled in eachbolster, rollers fixed on said axle and adapted to traverse on either ofthe pairs of guide bars, in aecordance with longitudinal movements ofthe bolster, relatively to the truck frame, roller axles of greaterlength journalcd in each bolster with freedom of movement ot' thebolster longitudinally on the frame relatively thereto, and rollersfixed onisaid axles and adapted to traverse on one' 'pair only of theyguide bars; these members being combined for joint operation toautomatically effect .the transfer of operative capacity of each truckfrom that of a leading to that of a trailing-truck upon a changein thedirection of movement of the locomotive.

10. In a locomotive engine, the combination of a main frame, drivingwheels carrying a portion of the weight thereon, a lateral motiontruclcsuppcrtingone end thereof, a longitudinally slotted'radius barextending from the frame of the truck inthe direction of the adjacent'driving wheel axle, a pivot coupling the radius bar to the main framethrough the slot of the radius-bar and providing, for longitudinal`movement of the .tru ck.relatively to the main frame, and auveralmotion trucksupporting .one-.end there? i Sti tometicelly operablemeans, interposed `1 etween the Hmm frame and truck iframe actuated bylongitudinal movements of the truck :frame relatively to the mein frameyfor imparting; a determined resistance to leseral motion of thetrucswhen acting as s. leading truck in the forward movement or" thelocomotive, and e lesser resistancewhen acting as a. trailing truck inthe rearward movement of the locomotive.

ll. ln o locomotive engine, a lateral motion truck adapted to supportJone end oi 'the iisain frame of the locomotive, and oomprising asubstantially rectangular frame, pedestal brackets projectingdofvnwardly thereon, pairs of Vertical pedestal bars of rectangularsection secured removably to the pedestal brackets, journal boxes fittedbetween the pedestal bars with the capacity o relative verticalmovement, spring seats located above end formed integral Wiso @allepedestal brackets, springs interposetl between seid seats and thejournal boxes, e radius bar connected to the truck frame, means forconnecting the lower ends of each pair of pedestal brackets to eachother and to the radius bar, and a, bolster supported on the truckframe.

ooiiioiiiairi wheels @err-yt mereon, e lateral mg the front ns,interposed engine, 'the Y a e1 o Y ed minimum let- 1 to Lam frame 'when1g s. comparatively i i its midollo or neutral o frertiiie i increasingM et" rt when the truck swings from its neiu'rel oozirrl .ins fr:lateral moti mili i T resi' eri-l of i l and means, iiiend the mainKimura lateral guirlme5 for e e mein reme,

